What are the problems worth studying in tod of rail transit?

TOD(transit oriented development) refers to the urban development oriented by public transportation such as subway, light rail and bus trunk line. TOD concept fits in with new concepts such as low-carbon city, livable city and compact city, and has been successfully applied in many cities around the world. Many cities in China have developed or are developing TOD to build subway, light rail and other rail transit. Summing up relevant experience and taking subway construction as an opportunity to promote TOD construction of rail transit will greatly improve the quality and level of new urbanization and rail construction in Ningbo.

I. International Application and Effect of TOD Mode in Rail Transit

The concept of TOD came into being in the United States in the 1980s, aiming at solving a series of problems such as urban sprawl, hollowing out of the old city, broken community ties, serious traffic congestion, excessive energy consumption, and deterioration of the ecological environment caused by the dominant mode of automobile travel. Its core content mainly includes four aspects: first, the city takes public transportation as the guide and expands in an orderly manner. Take the land around the public transport backbone lines such as subway, light rail and bus trunk lines as the key areas of urban development, form a more scientific spatial structure of multi-center cluster cities, and promote the orderly expansion of cities. Second, mixed development, compact layout and intensive construction of land along public transportation. Take the bus stop as the core, develop medium and high-intensity land within the radius suitable for walking (generally 10 minutes, about 600 meters), and mix residential, office, commercial and other buildings to form an integrated community with compact development and effective integration with public transport facilities, so as to work, live and solve daily life problems as close as possible, reduce travel demand and ensure public transport. The third is green travel. Take mass transit such as subway, light rail and bus rapid transit as the backbone of urban transportation, connect all groups in the city in series, and build a street network suitable for walking and cycling in the community, which is seamlessly connected with bus stations to minimize the use of cars. The fourth is to improve livability. People-oriented, adhere to the planning and development of public transportation stations and underground properties from the perspective of human needs, pay attention to livability, and guide people to live and travel.

TOD model has achieved good results in Singapore, Hongkong, Stockholm, Copenhagen, Tokyo, new york, San Francisco, Curitiba and other cities. Practice has proved that TOD construction has greatly improved the public transport trip rate in these cities. Singapore's public transport accounts for more than 63% of the motorized travel rate, Hong Kong's public transport accounts for more than 92% of the motorized travel rate, and 75% of commuters in Curitiba rely on public transport on weekdays. The improvement of public transport trip rate has solved "urban diseases" such as traffic congestion, environmental pollution and increased energy consumption. In addition, the TOD model has well solved the three major problems that have plagued the construction and operation of rail transit for a long time: large investment, difficulty in making profits and difficulty in attracting enough tourists.

There are three main modes of TOD construction of rail transit in the world, namely, the government-led mode represented by Singapore, the market-led mode represented by Tokyo and the government-funded and policy-oriented mode represented by Hong Kong. But no matter which mode, following the above core concepts is always the key to the success of TOD construction.

Among many models, the Hong Kong model is the most concerned in China. Hong Kong Metro has not only achieved good social benefits, but also achieved good economic benefits. It is one of the few profitable subway companies in the world. In 20 12, the Hong Kong MTR Corporation made a profit of HK$ 9.7 billion, of which 20% came from ticketing, 20% from retail, 20% from property leasing and 40% from property development. Its specific operation mode is "subway+property": that is, rail transit projects and land development projects along the line are considered as a whole, and they are organically combined and developed simultaneously in five links: planning, design, investment and financing, construction and operation. First, the Hong Kong MTR Corporation determines the funding gap for construction and operation, and then negotiates with the government to obtain land along the line for medium-high density development, and its profits subsidize the funding gap for subway construction, and ensure that the subway has enough tourists, so as to transform the track construction from a purely public welfare undertaking.

Second, the practice and exploration of TOD construction in China rail transit

Since the beginning of this century, with the rapid development of urbanization in China and the increasing entry of cars into families, the city has been expanding in the form of "spreading cakes", which has led to outstanding problems such as traffic congestion, environmental pollution, increased energy consumption and waste of resources. In order to solve the above problems, China began to build rail transit on a large scale from 20 12. So far, 36 cities in China have been approved for rail transit construction planning. It is estimated that by 2020, 50 cities in China will have rail transit. However, subway construction and operation generally face a dilemma: on the one hand, urban traffic congestion is still serious after the subway is opened; On the other hand, due to the large one-time investment, high operating costs and insufficient customers, almost all the subways that have been operated are at a loss. In 20 13 years, Beijing Metro only undertook 39.5% of public transportation, and the annual loss exceeded 10 billion yuan. In 20 12, Shanghai Metro only undertook 26.8% of public transport, with a loss of 4.37 billion yuan. The loss of Hangzhou Metro in half a year is1.200 million yuan. In public reports, only Nanjing Metro and Guangzhou Metro are profitable, but this kind of profit is also a "profit" without calculating interest and depreciation.

TOD mode of rail transit is an effective scheme to solve the above difficulties. In recent years, the TOD model has been gradually recognized at the national level. In 2003, the General Office of the State Council issued the Notice on Strengthening the Construction and Management of Urban Rapid Rail Transit, proposing that "the government revenue from land appreciation along the rail transit should be mainly used for the construction of urban rail transit projects"; In 2005, the General Office of the State Council forwarded the opinions of the Ministry of Construction and other departments on giving priority to the development of urban public transport, and further clearly put forward "establishing a public transport-oriented urban development and land allocation model", "making overall consideration of public transport infrastructure construction and surrounding land development, and giving full play to the comprehensive benefits of project construction". Various provinces and cities have also carried out the TOD construction of rail transit. Shenzhen, Beijing, Shanghai, Hangzhou and other cities have tried to introduce the subway model through direct cooperation with the Hong Kong Metro Company. Guangdong province is the most complete and comprehensive province to implement TOD mode of rail transit.

(A) the early exploration represented by Shenzhen

Shenzhen is an early city in China that draws lessons from Hong Kong's "subway+property" comprehensive development model. As early as 200 1, Shenzhen promulgated the "Interim Provisions on the Management of Subway Construction in Shenzhen", which clearly stated that "the subway company has the right to comprehensive land development and property management for the approved planned land along the subway". The newly approved approval documents of Shenzhen Rail Transit Line 7 and Line 1 1 also clearly point out that the main source of project funds is the land transfer income from the rail transit superstructure and along the line. When the land income cannot meet the demand, it will be invested by the municipal finance. Under the guidance of the development mode of "subway+property", Shenzhen has comprehensively promoted the comprehensive development of subway superstructure and underground space. Seven superstructure properties and four underground spaces were developed, involving schools, affordable housing, business offices, businesses and hotels. However, due to only paying attention to the commercial development of the subway superstructure, the TOD concept is not fully introduced, and the feedback from the surrounding plots to public transportation is ignored. There are some problems such as poor walking environment, inconvenient transfer, open space around the station and relative lack of public facilities, which leads to insufficient contact between the station and the surrounding plots, low public transportation trip rate and serious losses. In 20 13, the total number of bus passengers in Shenzhen was 2.69 billion, while the number of subway passengers was only 780 million. Since the operation of Shenzhen Metro, the accumulated loss is nearly 654.38+0.5 billion yuan, and the annual loss of Metro 1 Line to Line 5 is nearly 600 million yuan, excluding depreciation and interest.

(B) Guangdong rail transit TOD construction of the main practices

20 10 Guangdong province issued the integrated planning of urban and rural planning in the pearl river delta (2009-2020), which clearly stated: "actively promote TOD's land development method." In 20 12, Opinions on Improving the Comprehensive Development Mechanism of Land along the Pearl River Delta Intercity Rail Transit, Reply on the TOD Comprehensive Development Planning of the First Batch of Intercity Rail Stations in the Pearl River Delta, Technical Guidelines for TOD Comprehensive Development Planning of Intercity Rail Stations in the Pearl River Delta (Trial) and Technical Requirements for Basic Investigation of TOD Comprehensive Development Planning of Intercity Rail Stations in the Pearl River Delta were issued, and Pearl River Delta Intercity Rail Transit Resources Development Co., Ltd. was formally established. Recently, the comprehensive development master plan along the inter-city rail transit in the Pearl River Delta will be issued.

According to the above documents, the main ways of TOD construction of rail transit in Guangdong Province are:

First, coordinate transportation, land development and urban development planning. The Pearl River Delta intercity rail transit station construction, land development around the station and urban development are closely combined to promote the integration and utilization of intercity rail transit resources and urban resources, forming a virtuous circle of mutual promotion between intercity rail transit and urban planning and construction. Improve the intensity of land development along large-flow public transport corridors such as urban rail and the surrounding areas of the site, compact layout of residential, office, commercial and public space functions around the site, and reduce the spatial distance between employment and residence; Advocate the construction of urban (town) comprehensive functional areas; Block size control fully considers the needs of walking and cycling; The net income from comprehensive land development is first used to make up for the funding gap in the construction and operation of intercity rail transit projects.

Second, provinces and cities jointly develop land along the line. Establish a mechanism for common development and benefit sharing, and give full play to the enthusiasm of all parties in provinces and cities. The development along the rail transit is controlled within a radius of about 800 meters around each station. The land development work within the red line shall be undertaken by the owners of rail transit projects, while the land development outside the red line shall be based on the principle of "one city, one company, one place and one policy", and the provinces and cities shall negotiate to implement joint development or the cities along the line shall be responsible for development. According to the different subjects of construction, operation and land development, the responsibilities of provinces and cities to make up for losses and share benefits are reasonably divided.

The third is to give policy support. Require the municipal governments along the line to support the owners of rail transit projects to obtain land according to law; For the development of alternative land outside the red line, scientifically and reasonably determine the reserve price for transfer and openly trade it according to law; Give policy support to land development along the line in terms of planning approval, land use and related fees.

Fourth, give full play to the role of provincial co-ordination. If the provinces and cities jointly develop land, a joint venture development company led by the provincial side will be established, with the municipal capital contribution ratio not exceeding 50%, and the net income from development will be shared according to the share ratio; Comprehensive land development strictly follows the unified planning and implementation of the whole province; Provincial Railway Investment Group is responsible for the overall planning of comprehensive land development inside and outside the red line.

The fifth is to set up an operating compensation fund. It is composed of the net income from the comprehensive land development of provincial and municipal investors and the special funds for intercity rail operation paid by cities along the line, which are specially used for intercity rail operation in the Pearl River Delta.

Under the unified planning and promotion of Guangdong Province, Zhuhai, Dongguan and other cities have vigorously promoted the TOD construction of rail transit. 20 13 12, Zhuhai Tram 1 Line Chongji 800,000 square meters TOD Town started construction. According to the plan, the intensity of land development in this town will change in layers, and all kinds of functional land and buildings will be developed as a whole. With the support of trams, we will give priority to public transportation and slow travel, and build a livable community with beautiful natural environment, perfect service facilities and convenient transportation. At the end of 20 13, Dongguan issued the Interim Measures for the Construction and Management of Urban Rail Transit in Dongguan and the TOD Planning and Construction Implementation Plan for Rail Transit Stations in Dongguan, and announced the first batch of development stations, which will carry out TOD development for 77 rail stations.

Third, actively explore new ways for Ningbo rail transit to develop TOD.

At present, Ningbo is vigorously promoting new urbanization and track construction. Drawing on the experience of urban development at home and abroad, Ningbo should actively promote the TOD construction of rail transit and solve many problems such as urban development, traffic congestion, environmental protection and subway profitability.

Ningbo should fully introduce the TOD concept into urban planning and rail construction, adhere to a high starting point and high standards on the basis of fully drawing lessons from the development experience of advanced cities at home and abroad, give full play to the advantages of latecomers, and find a new way in line with Ningbo's characteristics in terms of development level, development model, development mechanism and development path. Specifically, at the level of development, we should give full play to the advantages of latecomers and take the road of starting from a higher point and catching up with them; In terms of development mode, it is necessary to implement the overall urban planning and take the road of linkage between cities and counties; On the development mechanism, strengthen open cooperation and take the road of marketization; On the development path, based on the reality of Ningbo, we should take the road of adapting to local conditions.

(A) the level of development: a higher starting point, the way to catch up.

Drawing on the experience of domestic cities, the TOD construction of Ningbo rail transit must abandon the simple mode of subway station+surrounding property development, and start with the construction of a livable, low-carbon and compact city, with the goal of building a series-oriented, compact, mixed-function and dynamic community-city slow-moving traffic system, making overall plans for cities, communities and transportation, and combining the optimization of travel modes with the optimization of urban spatial layout and land resources utilization. Realize the high integration and linkage development of rail transit construction and land development and utilization, build a "rail transit-oriented" urban development model, and build rail transit TOD into a new carrier and model of new urbanization.

From the city's point of view, it is necessary to build groups with different functional orientations along the subway to form a cluster-based multi-center city development pattern, and connect with rail transit to optimize the urban spatial layout and promote the orderly expansion of the city.

From the community level, it is necessary to carry out medium-high density mixed development within the easy walking range around the subway station to form a comprehensive community with functions of residence, office, commerce and public space. Open spaces such as parks with good accessibility and community public service facilities such as schools, hospitals and supermarkets should be built within the community to improve the livability and attractiveness of the community. Abandon the traditional concept of large-scale block and road design, build a neighborhood community characterized by narrow streets and lanes, and realize the priority of walking in the community and seamless connection with rail transit stations through intensive pedestrian and bicycle lanes and humanized road network construction. Walking-oriented travel mode will promote the development of service industry along the street, provide more employment opportunities and further facilitate the daily life of surrounding residents.

From the road, it is necessary to adhere to bus priority and green travel, realize seamless transfer between rail transit stations and ground bus stations and public bicycle stations, and further extend the coverage of rail transit to distant communities. Around the rail transit stations in the suburbs of the city, large parking lots should be built to encourage self-driving citizens to change to public transportation and enter the urban area. The design of pedestrian roads should set a reasonable distance and ensure continuity, and the design of street lamps, street scenes and greening should be adjusted accordingly to provide residents with a comfortable walking environment.

(2) Development mode: Take the road of overall planning of cities and counties.

TOD construction of rail transit is a complex systematic project, which involves the adjustment of the spatial layout, traffic planning and development strategy of the whole city. At the meso level, it involves the planning and construction of the community around the station and its internal roads and public facilities. At the micro level, it faces many specific problems such as land property right adjustment, ownership change, house demolition and so on. Long cycle and high requirements. At the same time, it is necessary to balance the interests of the government, developers, the public and other parties, so regional interests should be implemented.

The first is to formulate a unified policy guarantee system. A unified policy guarantee system should cover all stages of TOD planning, construction and operation, including planning and design standards and indicators, investment and financing policies, land reserve development policies and operation mechanisms, tax policies and financial subsidies policies, identification and management of TOD projects, public transport priority policies, and subway operation mechanisms. To ensure that TOD technical indicators are fully implemented from beginning to end.

The second is to establish a unified organizational leadership system. The main leaders at the city and county levels take the lead, with the participation of relevant departments, to establish a permanent office and regular meeting system, decompose tasks, coordinate and solve various problems in the process of promotion, supervise and inspect the implementation of tasks, and ensure the orderly and smooth progress of the whole project.

The third is to establish a * * * enjoyment mechanism. Learn from Guangdong's practice, clarify the responsibilities of investment, benefit sharing and compensation at the city and county levels in terms of rail construction, surrounding land development and subway operation, and at the same time strengthen the overall planning at the municipal level, give play to the leading role of the municipal level in the TOD model, and actively mobilize the enthusiasm of the county-level government.

(c) Development mechanism: open cooperation and marketization.

The three main modes of TOD construction in the world have their own advantages and disadvantages: the advantage of government-led mode is that the planning is highly implemented and vigorously promoted, but the disadvantage is that the government needs to invest a lot of money; The advantage of the market-oriented model is that the government has little capital investment, and the disadvantage is the lack of overall and long-term planning. Enterprises' emphasis on commercial interests may also lead to the lack of functions and supporting facilities. Third, government investment, strong policy, taking into account the requirements of overall planning, and introducing social funds for development are conducive to giving play to the respective advantages of the government and enterprises at the same time.

Ningbo can learn from Hong Kong's practice, not only determine the leading role of the government in investment and financing, but also give full play to the role of the market mechanism, and adopt a flexible multi-party cooperation and joint development model to realize the diversification of investment methods and development models. For example, encourage the joint development of superstructure, establish a mechanism in which multiple parties * * * jointly invest, * * * enjoy the benefits and * * * bear the risks, so as to reduce the pressure and risks of government investment.

(4) Development path: take the road of promoting according to local conditions and classification.

Property development along each site must comprehensively consider factors such as location environment, service radius, main functions, etc., clarify the functional orientation of development around each site, rationally formulate planning guidelines for traffic connection and comprehensive land development in different types of areas, and guide comprehensive land development in a targeted manner to avoid similar construction or blind pursuit of big and complete.

TOD development in the old city and the new city should also adopt different ways. The demolition of the old city is difficult, and there is little undeveloped land, which can only be gradually improved through transformation and filling, while the new city can be developed by building a large-scale TOD.